Six-wheel truck for railway-cars.



W. H. LEWIS & J. A. PILGHER.

SIX-WHEEL TRUCK FOR RAILWAY CARS. APPLICATION FILED AUG. 28, 1913.

1,095,582. Patented May 5, 1914..

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WILLIAIVJI H. LEWIS AND JOHN A. PILCHER, OF ROANOKE, VIRGINIA.

SIX-WHEEL TRUCK FOR RAILWAY-CARS- Specification of Letters Patent.

Patented May 5, 1914.

Application filed August 28, 1913. Serial No. 787,148.

' of Roanoke and State of Virginia, have invented certain new and useful Improvements in Six-Wheel Trucks for Railway- Cars, of which the following is a specification.

Thisinvention relates to six-wheel trucks for railway cars and its object is to provide :1 simple and substantial means of equalize: tion of the weight among the. three pairs of wheels of the truck.

In the six-wheel truck of our previous Patent No. 1,054,697, March 4, 1913, it. was

necessary that the centersof the groups of springs comeat a point approximately twothirds of the distance between the middle axle and the outer ones. This fixed location in some instances is a handicap to economiral construction and in other instancesit is almost imperative that the springs be located midway between the several axles.

In this invention we are enabled to secure this advantage without the intervention of additional equalizing bars below or above the side frames and without the use of a pivotal journal box for the middle axle as 13 used in some types of six-Wheel trucks. At the same time we obtain perfect equalization of the weight among the three pairs of,

wheels.

l he particular object, therefore, of this invention is to provide the truck of our previous invention with means for overconnng LlllS disadvantage,with which object in view it consists in the combination of-parts as Willi. be hereinafter described and finally claimed.

In the drawings, Figure 1 represents a plan view of thetruclr of: our invention and Fig. 2-

sid'e elevationpf. the same Fig. 5 shows, in side elevation, a modified arrangoment of the equalizing side frames of our inventioi-n Figs. 4 undo Show in plan view and side elevation respectively a still.

further modified form of the truck of our invention. in which the wheelsare not equally Referring now to the drawings in which like parts are similarly designated: wherever Stheyoccnng-lrepresents-the outer truck wheels at oneaendi elf-tho truck, Qthe middle wheels and a QthQ-"DItQT- wheels. at'the other end of the truck, on their respective axles, 4, 5, and

6. These axles are journaled in the customary journal boxes '7, 8 and 9.

The weight of the car body rests on the center plate 10 of a truck bolster 11. This truck bolster 11. may be of any convenient design, having two arms 12 adaptedto transfer the load to one end of the truck and two arms 12", adapted to to the other end of the truck, the arms being preferably disposed between the wheels.

The arms 12 and 12 preferably extend through openings 13 and 13 in two pair of articulated side frames liancl 15 and are. guided in these openings by means of vertically disposed guides 16. Between the arms of the truck bolster and the articulated side frames are interposed the truck springs 17 and .17. To the end of each side frame 1.4 is secured, by means ofthe bolts 18 and the tie bar 20, a journal box for: the outer axle l, and to the inner end of each of these side frames is secured, by means of the bolts 1'9 and tie bar 21,121 journal box for themiddle axle 5. To the outer end of each side fraine 15 is secured, by meansof the bolts 22 and the tie bar 23, a journal box for the other outer axle 6. The inner end 24* of the side frame 15, however, passes over, under,

or to the'side of the side frame 1% transfer the load and at 2-1 it is pivotally supported by the side frame 14. Hence the side frame 14 is,

in effect, a rigid side frame and the side frame 15 a trailing side frame.

The point of support 24: may be either over the bolstoropening or below it and the joint may be of any construction that will,

allow the free movement of the frame 15.

relative tothe frame 14. In some instances.-

also, it'lnay be desirable to rest the inner cud of the frame 15 directly on the bolster arm 12 where it passes through the frame 14. in this case, of course it would be necessary to use heavier springs in the frame 14 than in the frame 15. I.

The equalization of the weight on the three pairs of wheels is effected as follows: The load from the car coming on the bolster ll-is divided, :1 part ofit being transferred to the side frames Hand a artto the-side frames 15. coming on the side frmues 14 is distributed The part of t e bolster load directly to the axles iand 5 't' hrough thev i side fran'ies 14in such proportions as Will be determined by the location of the point of application of this load to the frames 14. The part of the bolster load comingon the side frames is also divided, a portion going directly to the axle 6 and the remainder to theside frames 14 through the inner end 24 of the frame 15, it being applied to the frames 14 at the point 24. The portion of the load of the side frames 15 that comes on the frames 14 at 24 is divided between theaxles 4 and 5. The proportion of the load from the side frame 15 going to the axle 6 and to the side frames 14 will likewise be determined by the location of the point of application ofv the-bolster load to.

the frames 15. In trucks where the wheels are equally spaced and the truck center plate is located immediately over the middle axle, the bolster load may be applied to the. side'frames 14 and 15 at any points along the frames, provided/that the points, of ap-" plication to the 'two frames are symmetricalabout the verticalcenter line of the middle axle and provided further that the horizontal distance from the point of, its application to the frame l iito the point 24 where the end of the frame 15 is supported by the frame 14 be made equal to twice the horizontaldistance'from this point of its application to the vertical center line of the axle 6. If these conditions be fulfilled the loads will be perfectly equalized among the three axles. v v

In Figs. 1 and 2 the bolster arms12 and 12, are shown as disposed midway between 35 the axles and the, point 24 as'being ilmnediately over the point of applicationof the load from the bolster arms 12. This satisfies the conditions just stated and the load will be equalized as desired. i 4

In Fig. 3 the'bolster arms 12 and l2 'are shown nearer the axles ,4 and 6 than the middle axle 5 but symmetrical about the vertical center line of the axle 5. The distance from the point of application of the load from the bolster arms 12 to the centerof the axle 6 is one-half-of the distance from this point to the point 24. Hence the conditions are fulfilled in this case and the loads will beequalized:

In Figs. 4 and is shown a truck of this type in which the wheels are unequally spaced and in whichthe center plate load is applied to one side of the vertical center j line of the middle axle.

In each of these trucks the equalization otness the combination (if abols ter having out 'wardly extending arms, rigid side frames having secured thereto the journal boxes for an outer and for the middle axle, and. trailing side frames pivotally connected to the said rigid side frames and havingsecured thereto the journal boxes for-the other outer axle, substantially as described.

2. In a six-wheel truck for railway cars, the combination of "a bolster having outwardly extending arms, rigid side frames having secured thereto the journal boxes for an. outer and for the middleaxle, and trailing side frames pivotally connected to the said rigid side frames at a point removedfrom the middle axle, said trailing side frames having secured thereto the journal boxes for the othenouter axle, substantially asdescribed; j

3. In a six-wheel truck for railway cars, a pair of articulated side frames in combination with a bolster having outwardly extending arms, said articulated side frames being adapted to receive the load from the saidbolster arms, and equalize it among the truck axles, one of the pair of said articulated side frames bein further adapted to receive journal boxes for one of the outer and for the middle axleand the other of the air of said articulated side frames being urther adapted to receive a journal box for the 'otherof the outer axles, substantially as described. "'4. In a six wheel truck for railway cars, a pair of articulated side frames in combinationwitha bolster having outwardly extending arms at each end, one of the said pair of articulated side frames being ada ted to receive the load from one of the said olster arms and distribute it between the outer truck axle and the middle truck axle, the

other of thesaid pair of articulated side frames. being adapted to. receive the load from one o the said bolster arms at the opposite end of the truck and distribute it between the other, cutertruck axle and the first of the said pair of said frames, substantially as described. y

5. In a six-wheel truck for railway cars. a pair of; articulated. side frames-incumbination with a bolster having outwardly extending-arms at each end, one of the said pair of articulated side frames being adapted to receive the load from" one of the said bolster arms and distribute it between the outer truck axle-and the middle truck axle,

the other of the said pair of articulated side frames being adapted to receive the load from one of the said bolster arms'at the op posite end of the trucle and distribute it between the other outer truck'axle and the lift) first of the'said pair of articulated side, a

frames, the said pair of articulated side frames being further adapted to equalize the loads from the said bolster armsamong the Cir three truck axles without the intervention of additional equalizer bars or pivotal journal boxes, substantially as described. I

6. In a six-wheel truck for railwaycars, a pair of articulated side frames in combination with a bolster having outwardly extending arms at each end, the first ofthe 'said pair of articulated side frames being adapted to receive journal boxes for an outer truck axle and for the middle truck axle, the second of the said pair of articulated side frames being adapted to receive a journal box for the other outer truck axle, the first of the saidpair of articulated side frames being further adapted to receive the load from one of the said bolster arms and distribute it between an outer axle and the middle axle, and the second of the said pair of articulated side frames being further adapted to receive the load from another of the said bolster arms and distribute it between theotherouter axle and the first of the said pair of articulated side frames, substantially as described.

' '7. In a six-wheel, truck for railway cars, a pair of articulated side frames in combination with a bolster having two outwardly extending armsat each end, each of said arms being adaptedto support one-fourth of the load of said bolster, one of the said articulated side frames being adapted to receive the load from one of the said bolster arms and deliver it to an outer axle and to the middle axle, and the second of said side frames being adapted to receive the load from one of the said bolster arms at the opposite end of the truck and deliver twothirds of said load to the other outer axle and the other one-third of said load to the first of said side frames at such a point longitudinally of the said side frame that its distribution to the first two axles will supplement the loads delivered thereto by the first bolster arm to equalize the load on all the axles, substantially as described.

8. In a six-wheel truck for railways cars, the combination of a bolster having two outwardly extending arms at each end, side frames at each side of the truck adapted to receive the load from the two of said bolster arms at one end of the truck, said side frames being further adapted at their outer ends to receive the journal boxes for the one end axle, and at their inner ends to receivethe journal boxesfor the middle axle, Y

and trailing side frames at each side of the truck adapted to receive the load from the two of said bolster arms at the opposite end of the truck, said trailing side frames being further adapted at their outer ends to receive the journal boxes for the other outer axle, the side frames on each side of the truckhaving articulated motion relative to each other, the point of articulation being removed from'the middle axle, substantially as described.

- In a six-wheel truck for railway cars, the combination of a bolster having two outwardly extending arms at each end, rigid side frames at each side of the truck adapted to receive the load from the two of said bolster arms at one end of the truck, said rigid side .frames being further adapted at their outer ends to receive the journal boxes for one of the outer axles, and at their'inner ends to receive the journal boxes for the, middle axle, and trailing side frames at each side of the truck adapted to receive the load from the two of said bolster arms at the opposite end of the truck, said trailing side frames being further adapted at their outer ends to receive the journal boxes for the other outer axle, the said trailing side frames being further adapted at their inner ends to be supported by the said rigid side frames, substantially as described.

10. In a six-wheel truck for railway cars the combination of a bolster having two out- Wardly extending arms at each side disposed symmetrically about the middle axle, rigid side frames adapted at their outer ends to receive the journal boxes for one of the outer axles and at their inner ends to receive the journal boxes for the middle axle, and trailing side frames adapted at their outer ends to receive the journal boxes for the other outer axle and adapted at their inner ends to be supported by the said rigid side frames, each of said side frames being further adapted to support one of the-said outwardly extending bolster arms and equalize the load thereof among the three axles. the point of support of the said outwardly extending bolster arms on the said trailing side frames being at one-third of thehorizontal distance from the vertical center line of the outer axle in said trailing side frame to the vertical line passing through the point of support of the said trailing side frames on the said rigid side frames, substantially as described.

In testimony whereof we affix our signatures in presence of two witnesses.

VVILLIAM H. LEWIS.

JOHN A. PTLCHER. Witnesses:

.RoY K. BRoWN,

G. MASLIN DAVIS 

